Controlling apparatus for railway cars or trains.



I B. F. O-LER. CONTROLLING APPARATUS FOR RAILWAY CARS 0R TRAINS.

I APPLICATION FILED NOV. 16, 1912.

1,070,283, Patented Aug. 12, 1923.

3 SHEETS-SHEET 1.

WITNESSES INVENTOR B. P. OLER. I CONTROLLING APPARATUS FOR RAILWAY CABS 0R TRAINS.

APPLIOATION FILED NOV. 16, 1912.

Patented Aug. 12, 1913.

3 SHHETS-SHEET 2.

N muE INVENTGFQF WlTNESSES B.F.OLER. CONTROLLING APPARATUS FOR RAILWAY CARS OR TRAINS. APPLICATION FILED NOV. 16, 1912.

070 2 3 Patented Aug. 12, 1913.

3 SHEETS-SHEET 3.

. v n, A. IIIHHH ml: IHII ml wn'nc'sszs x INVENTOR www M aim A 'f ED STATE PA @l lfQ'E.

BENJAMIN F. OLEB. F ELMHURST, NEW YORK. ASSIGNOR TO' THE UNEON SWITCH AND SIGN AL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION 9F PENNSYLVANIA.

Specification of Letters Patent.

Patented Ping. 12,1913.

Application filed November 16, 1912. Serial No. 731,650.

To all whom 2'25 may concern Be it known that l BENJAMIN F. (lane, a citizen of the United States, residing at lllnihurst, in the county of Queens and State of New York, have invented certain new and useful Improvements in Controlling Apparatus for Railway Cars or Trains, of which the following is a specification.

hly invention relates to means for the control of automatic stopping devices for railway cars or trains.

T will describe one form of apparatus and circuits embodying my invention and then point out the novel features thereof in claims.

in the a companying drawings. Figure. l is a diagrammatic view showing a. portion of a railway having applied thereto one form oi apparatus and circuits embodying my invention. Fig. '2 is a view showing in side elevation a portion of a car and one form of apparatus carried thereby. and showing also one torm of apparatus along the traclrway. Fig. 3 is an end view oi Fig. 2, looking at the right hand end of Fig. 2. Fig. 4 is a view showingin detail a slow acting circuit controlling device. shown diag'nmmatieallv in Fig. 1.

Similar reference characters rel er to similar parts in each of the several views.

let'erring til-st to l' ig. l, l have here shown a stretch of railway track divided into lilock sections (1. a. 1'. a. etc. 'lrallic along" the railway is govern d by railway signals H. R", S S etc. locatul adjacent the ei'it-raiicc ends oi the l)l()('l\' s ctions. These signals: are controlled by tracl-z circuits each comprising a source of current. l5) and a track relay R. It. R ll etc. The control. of the signals: by these. track relays forms no part of my invention. hence for the sake of cicarness l have omitted the control circuits from the drawing- For each signal l provide a trip located in or adjacent to the trackway; Each trip is pre'lerahly located in the rear of its signal a distance at; least equal to the maximum hrakin distance of cars or trains, so that if the brakes of a car or train are applied by a trip 10, the car or train will be brought to a stop before reaching the next signal. As here shown, (see also Figs. 52 and 3) each trip is constantly in tripping position, although I do not wish to be limited to this particular arrangement, or to the particular form of trip shown. Extending along the trackway for a short distance in the rear of each trip are two ramp rails 13 and 18, from which current is taken into a car or train by suitable contacts for a purpose hereinafter explained. la cated intermediate the ends of each block section is another trip 10 in the rear of which extend ramp rails 13 and 1 Referring now to Figs. 2 and 3, which views are partly diagrammatic in so far as they illustrate a car or vehicle traveling along a. trackwz-iy and the relative arrange ment of certain parts carried thereby 1 lesig'nates a devicecarried by the car or vehiclc and ar anged thereon so that it are at limes engage a trip 10 to all ect apparatus on the car having to do with controlling the car. As here shown, the apparatus having to do with controll ng the ear is a valve 12. and the device 11 is an arm operatively connected with the valve 12-. This valve adapted to close and open a pipe 36 coniiected with the train pipe 35. Then the valve 12 is moved by reason of the arm '11 engam lug a trip I atmosphere and anautoniat": a pplication oi. the air hralte is the result. This is well understood in the art.

The arm ll and the valve is are suitably supported so that the arm 11 may he moved into and out of position for engagement with a trip 10, for which movement 1 provide a suitable actuating mechanism on the ear. The operation of this actuating mechanism is controlled in a manner which I will now explain. As here shown the arm 11 and valve 12 are, suitably supported by a liar 94 which is pivoted on the car. The full line position in Fig. 2 indicates the operative position of the arm 11, that is. the position in which this arm will engage the trip .10, and the dash line position indicates the inoperative position of this arm. The mechanism for moving the arm 11 from its operative to its inoperative position may be any desired. As here shown this actuating mechanism comprises a cylinder 27, in which moves a piston 28, to which piston is connected a piston rod 28" and which piston ill), the pipe 36 is opened to the, Q

rod is counwted with a rran 3i. this end of the crank 3-? is connected by a liul; illwith the bar 3t, while the other end of the crank 32) is connected with a roll 32 which rod is constrained by suitable guides to more longitudinally. This rod 32 is surrounded by a coiled springfilfl One function of the spring 32 to gravity in returning the arm ll to its operative positum. 'The pivotal point Irll and the coi'mectlug points of the link are preferably ar rangrcd in a straight line when the arm ll is in its operative position, so that the cranli 3?; and the link Ill form a lock to hold the arm ll against accidental movement out of its operative position by exterior means.

The piston 28 is moved in the cylinder 27 by air pr ssure from a pipe 24; which pipe is :ui' liecl with air from any suitable source. The suoply of air pressure from the pipe 2% l" Ill-l pivoted at to the iuder 27 is controlled by means of valve kl, the operation of which valve is in turn controlled by an elcctromagnet 15. Current is at times supplied to this magnet from outside the car by means of two shoes 14 and 20 which may engage the ramp rails 13 and 18 respectively. These shoes are connected respectively with the terminals of the magnet if: by wires '16 and 17. The magnet 15 is of course usually deenergized, so that ralve 21 is in position to close pipe and open the cylinder 2? to atmosphere through port 87'. Hence the arm 11 is usually in position for engagement with trip 10:

It will be seen from the foregoing that as a car or train proceeds along the railway in the direction indicated by the arrow in Fig. 1, when the contact shoes 14 and 20 engage a pair of ramp rails 13 and 18, or 13 and 18, if these ramp rails are connected with a source of current, the electroanagnet 15 on the car is energized thereby reversing the position of valve 21, which latter then disconnects the cylinder 27 from atmosphere and connects it with the air pipe 24 so that the arm 11 is moved out of its operative position before it reaches trip 10, hence the valve 12 will not be open and the brakes will not he applied. lf, however, the circuit for the ramp rails is open at any point, so that these rails are not connected with a source I of current, the electro-magnet 15 will not be cner ized, so that the arm 11 will remain in operative position and will be engaged by the trip It the valve 12 will then be opened and the brakes will be applied so that the car or train will be brought to a stop.

Each of ramp rails 13 and 18 is provided. with two circuits, a normal circuit and an auxiliary circuit, which circuits are controlled by one or more of the traclt relays. For example, referring to Fig. l, 3

the normal circuit for the ramp rails 13 and 18 in the rear of signal 0* is from. battery 38 "through 40 and n, contact of relay R wire 48, contact bl of relay lit, wires 22 and t5, ramp rail 18, thence through the shoes, wires and magnet on a car when a car is over the ramp rails, ramp rail 13, wire 46, and common wire 0 to battery B. The normal circuit for the pair of ramp rails adjacent each signal. is similar to that just traced. The auxiliarycircuit for each pair of ramp rails 13 and 18 will be traced hereinafter. Each pair of ramp rails 13 and 11.8 is similarl f provided with a normal circuit and an auxiliary circuit. For example, the normal circuit for ranlp rails 13 and 18 of block section b is from battery B through wires 410 and 41, contact 42 of relay R wires 43 and 23, ramp rails 18 and 13* and the conductors and apparatus on a car or train over these ramp rails, wires 25 and 0 to battery B. The normal circuit for each pair of ramp rails 13" and 18 is similar to that just traced. The auxiliary circuit for these ramp rails will be traced hereinafter.

The auxiliary circuit for each pair of ramp ails is controlled by a slow acting cirbe of a type such as I will now explain, referring to Fig. 4-. 57 is a solenoid which operates a plunger 58. The lower end of the plunger is pinned to an arm 60 which arm is mounted to rotate freelyon a shaft 59. The outer end of the arm 60 is pro vided with a counterweight 64 which latter, together with the weight of the plunger and arm, insures that when the solenoid is deenergized the parts will occupy their lowest position against a stop 66.

38 is a contact plate which rests normally on a seat 67 which latter is suitably sup ported in a manner not shown. When the plunger 58 is raised by the solenoid, the counterweight 64 engages the plate 38 and raises it into engagement with the contact fingers which are indicated diagrammati cally. When the plunger 3% again drops, the plate of course falls away from the fingers by gravity. The upward movement of the plunger and arm is retarded by a means which I will now explain. Fixed on the shaft 59 is a ratchet wheel (12 whose teeth are engagged by a pawl 61 pivoted to the arm 60. T his pawl and ratchet are so arranged that wheel 62 is rotated, but that when the arm til) is failing, the pawl (31 slides freely over the teeth of the ratchet wheel and the latter is not rotated. The shaft 59 is constantly connected by means of gearing with a fan 63, the gearing; being so arranged that the fan rotates at a speed many times greater than the speed of shaft '59. By means of this gearing and fan, the shaft 59 is constrained to rotate slowly.

The operation of the circuit controller is as follows :'l'he parts of the controller nor mally occupy the positions in which they cuit controller T, T, etc, each of which may when the arm (30 is being raised the ratchet are shown in Fig. 4. lVhen now the solecontaIt t ,,38 is closed. \Vhen, with the parts in the raised position, the solenoid becomes deenergiized, the plunger 58 and arm 60 will return quickly to their lower position against the stop (36 because then the pawl 61 slides over the ratchet wheel 62 and the gearing remains stationary.

Referring again to Fig.1, the auxiliary circuit for the ramp rails 13 and 18 just in the rear of signal is from battery B through wire 39, contact 38 of circuit. controller T'-, wires 47 and 45, ramp rails 18 and 13, wire 16, common wire 0 to battery B. This circuit is normally open at contact 38. The solenoid 57 of circuit controller T is provided with the following energizing (;ircuitfrom battery 15, through wires 40 and 4.8, hack contact at) of relay R, wire 50,.

contact 51 of'relay R, wire 52, solenoid 57, wires 53 and 46, common wire 0 to battery B. it will be seen that this energizing circuit is normally open at relay R, but is closed when this relay opens as a car or train.

enters block section I) provided block section ris unoccupurd. The period of time required for the complete operation of the circuit controller will be referred to hereinafter. Each pair of ramp rails 13 and 18 is provided with a similar auxiliary circuit, and the solenoid 57 of each circuit controller T, T and T is provided with a similar energizing circuit.

The ramp rails 13 and 18-of block section I; are provided with the. following auxiliary circuit.iiron'i battery I) through wires 40 and 48, contact at?) of relay 11", wires 50, 54 and 55, contact 38 of circuit controller T", wires 56 and 22?, ramp rails 15* and 13. wires 23 and (l to battery B. This circuit is normally open at contact 38. The solenoid 5? ol? circuit controller T is provided with the following energizing circuit--from battery it through wires 40 and 4H, contact -'-i9 of relay it, wires 50 and Fri, solenoid 57, wires (38, and O to battery 17:. it will be seen that this energizing circuit for com roller T is normally open at relay R but is closed when this relay opens as a car or train enters block section The period oi iimc required for a complete operation of controlicr T to close its contact will be referred to hereinafter. Each pair oi ramp rails 13 and i8 is provided with a similar auxiliary circuit, and the solenoid 57 oi each circuit controller T" and T is provided with a similar energizing circuit.

In the form of signaling shown in Fig. 1, each of the signals S, S etc is adapted to proceed, pre 'iare to pass next signal atmedium speed, proceed, prepare to stop at next signal and stop in the drawing. block section 1/ is occupied by a car or train W, consequently signal S indicates stopf signal S indicates proceed, prepare to stop at next signal signal S indicates proceed, prepare to pass next signal at medium speed, and signal S indicates proceed. Since relay R is open, the normal circuit for the pairs of ramp rails 13 and 18 just in the rear of signals S and S are open, as also the normal circuit for the pair 13, 18 in block section 0'. The normal circuits however for the pairs of ramp rails 13, 18 in the rear of signals S and .S and for rails 15, 18 in block .sections (L and I; are closed, hence a following car or train W may proceed through block section a at full speed. As this,t'ollowing car or train enters block section Z), the opening oi track relay 1t sets circuit controller T into operation. The time required for the contact of this circuit controller to become closed is such that if the following car or train VV' slows down in block section 7) in order to pass signal S at medium speed,

the contact 88 will have closed hctore the -ar or train N reaches the pair of ramp rails 13 and 18 adjacent the exit end of the block section 7), and, thc'auxiliary circuit for these ramp rails being then closed, the car or train may pass the trip 10 at this point without the brakes being applied. If however, the car or train V passes through block section I) at highv speed, the time consumed in this block is less than the time requircdfor the contact of circuit controller T to close, so that when the car or train reaches the ramp rails 1. and 18 at the exit end of this block they are not energized and the train is therefore stopped by trip 10 at this point. Assuming that the car or train W consumes the required amount of time in block section b, then as it enters block section 0, the opening of rcl y R closes the energizing circuit for circuit controller T, the operation of which then begins. The time required for the contact 38 of this controller to close is preferably about the same as that required for controllers T and T hence it will be seen that the following car or train l must proceed through blo k section 0 at very low speed otherwise it. will be. stopped by trip 10 in the middle of this section. The auxiliary circuit for ramp rails 13 and 18 at the exit end of block section cannot be closed because the circuit for circuit controller T is open at contact 51 of relay R, hence the car or train W will be brought to a, stop by trip 10 adjacent the exit end of block section a if it. attempts to pass this point.

Although I have herein shown and do give four indications, namely, proceed, scribed only one form of apparatus and circuils embodying my invention, it is understood that various changes and modifications may he made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what it claim 18 said means and ada ted to en a e with the contact rail, a normal circuit for" each con-- tact rail which circuit is controlled by the track circuit for the next block section in advance, an auxiliary circuit! for each contact rail, a slow acting circuit controller for the control of each auxiliary circuit, and a circuit for each of said circuit controllers which circuit is controlled by the track circuit for the corresponding block section.

2. In combination, a railway, a plurality of successive block sections, track circuits for the block sections, a trip adjacent the exit end of each block section, a contact rail extending in the rear of each trip, a device carried by a car and adapted to coact with the trips to control the car, means on the car for moving the device out of coacting position, a contact shoe on the car connected with the said means and adapted to engage with the contact rail, a normal circuit for each contact rail which circuit is'controlled by the track circuit for the next block section in advance, an auxiliary circuit for each contact rail, a slow acting circuit controller for the control of each auxiliary circuit, anal an energizing circuit for each circuit controller which circuit is controlled by the tract circuit for the corresponding block section. 3. In combination, a railway, a. plurality of successive trips located adjacent the trackway, means carried by a car and adapted to coact with the trips-to control the car, a contact rail extending in the rear of each trip for the control of the said means on the car, a normal circuit for each contact rail, means controlled by a car on the railway for opening the circuits of one or more contact rails in the rear, an auxiliary circuit for each contact rail; a slow-acting device for closing each auxiliary circuit, and means controlled by a following car or train 'for setting into operation the slow-acting device fordhe circuit or one or more of the contact rails next in. advance oi said following car.

in combination, a railway,a plurality oi. located. adjacent LiiH nevaaea trackway, means carried by a car and adapted to coact with the trips to control the car, a contact rail extending in the rear of each trip for the control of said means on the car, a normal circuit for each contact rail, means controlled by a car on the railway for holding open the normal circuit of a con tact rail in the rear thereof, an auxiliary circuit for each contact rail, a SlO; acting device for closing each auxiliary circuit, and means controlled by a car at a point on the railway for setting into operation. the said slow acting device for the next succeeding contact rail.

In combination, a railway, a trip loated adjacent the traclrway thereof, a vice carried by a car and adapted to coact with the trip to control the car, electrical means on the car for rendering device inoperative to coact with the'trip, a contact rail extending in the rear of the trip, a shoe on the car connected with the said electrical means and adapted to engage the contact rail, a normal circuit for the contact rail, means controlled by a, car on the railway in advance of the trip for holding the said normal circuit open, an augtiliary circuit for the contact rail, a slow-acting circuit con. troller for the control of said auxiliary cir" cuit, and means controlled by a car point. in therear of the trip for setti an slow-acting circuit controller into (.vpciatimi.

(i. In combination, a railway, a trip lo cated adj acentthe trackway thereof, a d 'ce carried by a car and adapted to coact with. the trip to control the car, apparatus on car for rendering said device ineil'ecti coact'with the trip to control the on the trackway for controlling sa ratus, a normal circuit for said means controlled by a car or train on the i in advance of the trip for holding said u" mal circuit open, an auxiliary said first named means, time control 12. means for controlling said auxiliary circuit, and means controlled by a car or train a point in the rear of the trip for setting said time-controlled means into operation.

7. In combination, a railway track, a plu-- ralit-y of successive block sections, a ti 2 lo cated in the trackvvay adjacent the ei ut e c. of each block section, a contact rail extend ing in the rear of each trip, a device on a car adapted to coact with the trips to com trol the car, means on the car for rendering said deviceinoperative to ooact with the trips to control the car, a contact on the car connected with the said means and adapted to engage thecontact rail. a normal circuit for each contact rail, means controlled by a car or train in the next block section in ad vance for holding said normal circuit open, an auxiliary circuit for each contact rail, a slow acting cir :uit controller for the control.

of each auxiliary circuit, and means con trolled by a car or train entering a block section for setting into operation the circuit controller for the contact rail adjacent the exit end of that section.

8. In combination, a railway track, a plurality of successive block sections, a trip located in the tra'ckvvay adjacent the exit end of each block section, and a trip located in.

the trackway adjacent the middle of each block section, a device carried on a car and adapted to enact with the trips to control the car, apparatus on the car for rendering the said device inoperative to coact with the trips to control the car, means in the trackway in the rear of each trip for controlling the apparatus on the car, a normal circuit for each of said means, said circuit for the means adjacent the exit end of each block section being controlled by the presence of a car or train in each of the two block sections in advance and the circuit for the said means adjacent the middle of each block section being controlled by the presence of a. car or train in the block section in advance, an auxiliary circuit for each of said means, a slow acting circuit controller for each auxiliary circuit, and an energizing circuit for each circuit controller, whlch ciradaptcd to coact with the trips to cuit is controlled by a 'car or train entering the corresponding block section.

9. In combination, a railway track, a plurality of successive block sections, a trip located in the trackway adjacent the exit end of each block section, and a trip located in the trackway adjacent the middle of each block section, a device carried on a car and control the car, apparatus on the car for rendering the said device inoperative to coact with the trips to control the car, means in the trackway in the rear of each trip for controlling the apparatus on the car, a normal circuit for each of said means, which circuit is controlled by the presence and absence of a car, or train in the next succeeding block section, an auxiliary circuit for each of said means, a slow acting circuit controller for each auxiliary circuit, and an energizing circuit for each circuit controller, which circuit is controlled by a car or train entering the corresponding block section.

In testimony whereof I attix my signature in presence of two witnesses.

BENJAMIN F. OLER.

Witnesses:

M. S. KIRKLAND, J. R. CONOVER. 

